Clutch control mechanism



March 17, 1953 R. H. LONG ET AL 2,631,700

VCLUTCH CONTROL MECHANISM Filed May 2l, 1949 2 SHEETS- SHEET l i E ATTENEY March 17, 1953 R. H. LONG ET AL CLUTCH CONTROL MECHANISM 2SHEETS-SHEET 2 Filed May 21, 1949 INVENTOR E/CHAED f7! LONG BYEaw/N E.PEA THEE AT TOENEY Patented Mar. 17V, 1953 CLUTCH CONTROL MECHANISMRichard H. Long and Edwin E. Prather, South Bend, Ind., assignors toBendix Aviation Corporation, South Bend, Ind., a corporation of DelawareApplication May 21, 1949, Serial No. 94,566

4 Claims. (Cl. 192-.09)

This invention relates in general to power plants and more particularlyto power plants adapted for use in the automotive vehicle of the day.

It is an object of our invention to provide an automotive power plantincluding a mechanism constructed and arranged and so operativerthatthere is required of the driver but a minimum of effort in the operationof the parts of the mechanism.

Yet another object of our invention is to provide an automotive powerplant including an internal combustion engine, a fluid coupling, afriction clutch, a clutch pedal, an accelerator, a change speedtransmission mechanism comprising a shift lever, `and a propeller shaft,the operation of the plant being controlled by an operation of theaccelerator, the clutch pedal, and the gear shift lever.

A further object of our invention is to providea simple and easilyserviced power plant adapted for use in an automotive vehicle said plantincluding, in com ination with a friction clutch, a fluid coupling, achange speed transmission, an-d a propeller` shaft connected to thetransmission, means, including a manually perated clutch pedal and apressure differential operated motor, for operating the clutch tofacilitate an operation of the transmission, and fur-l ther including apower operated brake for preventing a rotation of the propeller shaftafter the car is brought to a standstill with the transmission in gear.Y

A further object of our invention to provide, in an automotive powerplant comprising a fluid coupling, a friction clutch, and a three speedsforward and reverse transmission, power means operative, with thevehicle in motion above a certain speed, to operate the clutch andthereby facilitate an operation of the transmission and also operative,when the vehicle is to a stop, to prevent a creeping of the vehicleresulting from an operation of the fluid coupling.

Our invention further contemplates the provision of a power plantincluding, in series, an internal combustion engine or equivalent primemover, a three speeds forward and reverse transmission, a propellershaft connected to the transmission, a fluid coupling, and a frictionclutch, the operation of the clutch and propeller shaft being controlledby power means whereby the operation of the transmission is facilitatedby an operation of the clutch and the rotation of the shaft is impededto prevent a creep of the vehicle normally caused by the operation ofthe viiuid coupling.

The above and other objects and features of the invention will appearmore vfully hereinafter from a consideration of the followingdescription taken in connection with the accompanying drawings whereinone embodiment of the invention is illustrated by way of example.

Figure 1 is a schematic view disclosing the controls of the power plantconstituting our invention;

Figure 2 is a sectional view disclosing details of the solenoid operatedthree-way valve for controlling the clutch and brake operating motors ofour invention;

Figure 3 is a sectional view disclosing details of the solenoid operatedair bleed valve of the controls for the clutch operating motor of ourinvention; and

Figure i is a sectional view disclosing details of the switch mechanismconstituting one of the controls for the clutch operating motor of ourinvention.

There is disclosed in Figure l a preferred embodiment of the power plantconstituting our invention the principal elements including an internalcombustion engine i!) of any conventional design, a change speedtransmission I 2, a propeller shaft lll connected at one of its ends tothe transmission and adapted to be connected at its other end to adifferential mechanism, not shown, a fluid coupling i6, a frictionclutch i8, and power means for operating the clutch and controlling theoperation of the propeller shaft. The coupling and clutch, which are ofconventional design, constitute a part of the force transmitting meansinterconnecting the engine and transmission.

The fluid coupling i6 of the power plant may be supplanted by acentrifugal clutch mechanism or any other equivalent of the coupling;and the transmission unit l2 is preferably of the threespeeds forwardand reverse type, however, any other selective type of step transmissionmechanism may be employed in lieu thereof.

The power means for operating the friction clutch and controlling theoperation of the propeller shaft constitutes the most important featureof our invention and includes a pressure differential operated motor Ztlfor operating the clutch and a pressure differential operated motor 22for operating a brake mechanism 24. The latter mechanism is preferablyof the band type and is operably secured to the propeller shaft lll ofthe power plant. The motor 22, preferably vacuum operated and includinga casing 26 and a piston 28, is conveniently mounted on the chassis ofthe vehicle adjacent the brake 24; and

said piston may be connected to the brake by a link "ill and a bellcrank 32. When the motor 22 is cle-energized the brake is released by areturn spring Sil; and completing the description I" the brake operatingmechanism the motor 22 is preferably controlled by a spring and solenoidoperated three-way valve 3S described hereinafter. The solenoid foroperating the valve 36 is indicated by the reference numeral 31.

Describing the clutch operating vpart of the power means of ourinvention the pressure differential Operated motor 2%, which may be aduplicate of the motor 22, is preferably of the vacuum type and includesa casing 38 and a piston lil the latter being returned to its released,that is clutch engaged position, by a spring 42. The piston ill isconnected to the clutch i8 by force transmitting means including a rod43, a crank Lisi, and a shaft M. Movement of the piston il to the left,Figure l, when the motor is energized, results in a rotation or" thecrank A4 to disengage the clutch; and the clutch may also -be disengagedby the operation of a manually operated clutch pedal a stop 52 on saidpedal contactingr the crank lid in this operation.

The 'clutch operating motor 2Q is controlled by valvular mechanismincluding a spring and solenoid operating three-way valve d which is 'aduplicate of the aforementioned valve 35. rihe valve 54 is disclosed indetail in Figure 2 -and includes a casing 5S comprising a compartment 58communicating with a conduit tl vented to the atmosphere. The valve isalso provided with a compartment e2 which communicates with aconduit 64interconnecting the valve with a compartment 56 of the motor 2S; and aconduit $8 interconnects the valve with the intake manifold i@ of theinternal combustion engine it. The latter conduit provides a convenientmeans to supply vacuum to the brake operating motor 22 the conf nectionwith the valve et cf the latter including afccnduit 69. The valvemechanism also includes a valve member 'i2 mounted on the end vof anarmature 'iii of a solenoid lo mounted on the casing 55. When thesolenoid is energized the valve A ment with the intake manifold it. Themanifold constitutes a source of vacuum when the engine i@ -is idling,an accelerator operated throttle valve 3S being then in its closedposition. An 'accelerator iii! is connected to the `throttle valve byforce transmitting means indicated bythe reference numeral Se. When thesolenoid l Vis rdeenergized a spring 85 expands to seat the valve member'iii `upon a seat St thereby cutting .o the connection between themanifold and the motor compartment et and connecting said compartmentwith the atmosphere via the `valve compartment 58 and the conduitiit.

rThe latter conduit is connected to a bleed valve QQ, Figure 3, whichincludes a casing s2 bored to provide an air transmitting duct 9:2. Asolenoid e5 mounted on the valve casing, includes an armature 58 towhich is se ured a bleed valve member Hi!! shaped to control the volumeof air flow-- ing, via a vent connection into and through the valve tothe conduit dll. The solenoid 9S is energized when the piston siiireaches `a certain position in its clutch engaging movement; and thisoperation of the solenoid results in an upward movement of the valve,Figure 3, to throttle, that is reduce the rate of i'iow of air into the4 clutch motor 28. When the solenoid S6 is deenergized a spring itilserves to move the valve member ill downwardly to the position disclosedin Figure 3, to open the vent connection between the atmosphere and theclutch motor.

Describing now the electrical controls for controlling the operation ofthe clutch and brake operating motors 2t and 22, the clutch motorcontrolling solenoid 16 is preferably controlled by a grounded batterym6, a cut 01T switch lS, preferably the ignition switch of the car,which may be mounted in the instrument panel of the drivers compartment,an accelerator operated breaker switch HG, a breaker switch H i which isopened by the transmission l2 when the same is established in its highgear setting, and a switch iid, IIE of a grounded vehicle speedresponsive governor operated switch l I2, Figure i. These electricalcontrols are preferably electrically connected in series as is disclosedin Figure 1. Switch H2, preferably of the escapement type, includesgrounded movable contacts H land H4 and fixed contacts lit and H8; andthis switch may -be of the single pole ldouble throw type.

The brake operati-ng motor 22 is controlled by the aforementioned valvemechanism which duplicates :the valve mechanism Eli; and the solenoid3'1 Vwhich actuatesthe valve 3e vis controlled by the battery Hit, theignition switch l, the accelerator operated switch lit, and a switch iUlf, l i8 of the governor operatedswitch mecha- The ignition switch Hi8,the transmission operated switch VHl and the accelerator operated switchil-il are breaker switches of Vany well known design accordingly saidswitches are not disclosed in detail. As to the :governor operatedswitch H2 this .is also of standard design and is not disclosed indetail in the drawings. As to the operationof vthe governor operatedswitch the mechanism is such that the clutch-controlling switch l l, HSmay be closed when the speed of the vehicle reaches say one tenth of 'amile per hour; land the brake motor controlling switch iI-i, HS may beclosed when the vehicle is at a standstill or is traveling at a speedbelow said one tenth of a mile per hour. The transmission operatedswitch l I l .is included in the controls to prevent a coasting of thevehicle when vthe accelerator is released, the vehicle at the time beingestablished in its high gear setting and traveling above governor speed.

Describing now the complete operation of our invention and incidentallycompleting the description of the parts thereof, when the car is at astandstill and the engine is idling to maire of the intake manifold asource of vacuum the brake operating motor 22 is energized to apply thebrake 2li .thereby preventing a rotation of the propeller shaft it. .Asto theneed for the Vpower brake :in the mechanism of our invention ifthe driver leaves the transmission in gear in bringing the vehicle .toastop, then the huid coupling 16 would, in the absence `of the brake 24,cause the car to creep; however, when the accelerator is released toclose the switch l it and the speed of the car is lowered sufficientlyto effect a closing of the ygovernor .operated switch i I4', HS, thenthe brake is automatically Yapplied thereby preventing the car Vfromcreeping. The friction .clutch is at the time engaged and thetransmission vmay at the time be left in a relatively high rgearinasmuch as the operation of the uid coupiing will `prevent the enginefrom stalling.

In lpreparation for getting the vehicle lunder way the driver will thenoperate the transmission `I2 to place the same in a desired relativelylow gear setting; or he may, by virtue of the presence of the fluidcoupling in the driving mechanism, leave the transmission in its thenestablished setting. If the driver decides to operate the transmissionto establish the same in a new setting he must first disengage theclutch, and this may be accomplished by depressing the clutch pedal 50;n

however, the mechanism of our invention may include another control forthe clutch operating pressure diiferential operated motor said controlbeing mounted on a gear shift lever 5I. Referring to Figure 1 there isdisclosed a grounded breaker switch 53 conveniently mounted on the shiftlever said switch being wired to the electrical connection between thetransmission operated breaker switch I I I and the solenoid 16. It isapparent therefore that the switch 53 is electrically connected inparallel with the governor operated switch I I4, I I6 and the switch 53rthereby providing means for effecting a power disengagem'ent of thefriction clutch when the vehicle is at a standstill and said governoroperated switch is open. The switch 53, which is preferably of theconventional breaker type such as the accelerator operated switch I I0,may be operated by the finger of the driver by the pressing of a button;or this switch may be so connected to the gear shift lever that theswitch is closed when said lever is subjected to a slight pressure; thenwhen the driver removes his hand from the lever the switch isautomatically opened. The clutch pedal 50 is preferably used todisengage the clutch when the engine is dead and the transmission is ingear, the car at the time being at a standstill.

To get 'the vehicle under way the driver will then depress theaccelerator thereby speeding up the engine the clutch at the time beingengaged; and this operation also serves-to open the ac celeratoroperated switch I Iii thereby efecting a' release of the brake 24. Thecar being under Way the driver will then probably desire to operate thetransmission to establish the same in a relatively high gear ratiosetting; and to effect r'this operation the clutch must iirst bedisengaged. With the mechanism of our invention this operation isVaccomplished ymerely by releasing the accelerator; for the governoroperated switch II4, lIIi is at the time closed and the release of theaccelerator closes the switch I IG thereby eifecting an energization ofthe motor 20 to disengage the clutch. Then after the operation of thetransmission is completed the accelerator is depressed to speed up theengine and eifect a re-engagement of the clutch by an opening of theswitch IIO. Explaining the engagement of the clutch the clutch engagingmovement of the piston 4!) is effected in two stages by virtue of theoperation o-f the bleed valve S0, Figure 4. Explaining the operation ofthis valve and the controls therefor, the valve member IIJII is, byvirtue ofthe operation of the spring |94, normally in the positiondisclosed in Figure 3 to permit a relatively rapid flow of air into thecompartment 66 of the motor 2li; but when the motor piston 40 has movedto a point where the plates ofthe clutch are just about to engage then acam. 6I mounted to the rod 42, operates to close a grounded switch 63,Figure 4, thereby energizing the solenoid 96. As will be apparent froman inspection of Figure 3 the latter operation serves to draw the valvemember |00 upwardly thereby throttling the ingress of air into the motor20; and this operation eifects a relatively slow clutch engagingmovement of the clutch plates. The bleed valve operating solenoid 96 isWired to the grounded battery 106 accordingly the electrical circuit forcontrolling the solenoid includes the battery |05, the solenoid 96, andthe grounded switch 63.

There is thus provided, by the power plant of our invention, a simplemechanism for eiecting a smooth and substantially eiiortless operationof the vehicle. rThe accelerator B2 and the gear shift lever 5I are theprincipal controls of the mechanism and both require but a minimum ofoperation. With the fluid coupling I6 included in the power plan-t ofour invention the transmission may be left in a relatively high gearratio setting when the vehicle is brought to a stop the power brakemechanism then automatically coming into operation to prevent a creepingof the vehicle, the clutch being at the time engaged. The fric-tionclutch I8, in cooperation with the fluid coupling, then facilitates aquick getaway of the vehicle when the driver decides to place thevehicle in motion. The driver may then operate the transmission merelyby releasing the accelerator and operating the gear shift lever theformer operation serving to disengage the clutch to facilitate theoperation of the transmission; or a coasting operation of the vehiclemay be eiected, except when the transmission is 'established in its highgear setting, merely by releasing the accelerator thereby disengagingthe clutch.

With the preferred embodiment of our invention disclosed in Figure l ofthe drawings the clutch may be disengaged, when the vehicle is at astandstill, by either manually depressing the clutch pedal or by closingthe switch 53 mounted vin the gear shift lever; and with this mechanisman opening of the latter switch or an opening of the acceleratoroperated switch, initiates a stage, that is smooth engagement of theclutch.'

Although only one embodiment of the invention has been illustrated anddescribed, various changes in the form and relative arrangements of theparts may be made to suit requirements.

I claim: Y

1. In an automotive vehicle provided with an internal combustion engine,an accelerator, a duid coupling, a clutch, a change gear transmissionadapted to be established in any one of a plurality of settingsincluding a high gear setting, means interconnecting the engine, fluidcoupling, clutch and transmission, and driven Imeans drivably connectedto the transmission and adapted to drive the vehicle; means forautomatically disengaging the clutch when the vehicle is in motion at orabove a certain speed, the accelerator is released and the transmissionis established in any one of a plurality of settings except its highgear setting, and for automatically braking the driven means when theaccelerator is released and the vehicle is travelling below a, certainspeed or is at rest, said means including a brake mechanism adapted tobe applied to the driven means, a iluid pressure operated motor operablyconnected to the clutch, a fluid pressure operated motor operablyconnected to the brake mechanism, valve means for controlling theoperation of the clutch operating motor, valve means for controlling theoperation of the brake operating motor, means, operable by virtue of theoperation of the accelerator and transmission and by virtue of the speedof the vehicle or lack of speed of the vehicle, for controlling theoperation of the rst mentioned valve means, and

means, including a portion of the aforementioned valve control means,operable when the vehicle is .at a stop or;is traveling below a certainspeed and by virtue of .the operation of the acceleraxtor, forcontrolling the operation of the second mentioned valve means.

2. In an automotive vehicle provided with an internal combustion engine,4a iiuid coupling, a

clutch, a three .speeds forward and reverse `transmission, meansinterconnecting the engine, fluid coupling, clutch and transmission, anddriven means drivably connected to the transmission and adapted topropel the vehicle forwardly; means for automatically operating theclutch depending upon an operation of the accelerator and the.transmission Vand upon the speed of the vehicle and 'for automaticallybraking the driven means 'when the accelerator is kreleased and thevehicle is traveling below a certain speed or is at rest, said :meansincluding a brake mechanism adapted. to be applied to the driven means,a fluid pressure operated vmotor opera-bly connected to vthe clutch, aiinid pressure motor operably connected to the brake mechanism, valvemeans for controlling the operation of the clutch operating motor,`valve means for controlling the operation of the 'brake operatingmotor, means, .operable by virtue of an operation of the accelerator, byvirtue of the speed of the vehicle or when the vehicle is at rest, andby virtue of an operation of the transmission, for controlling theoperation of the first mentioned valve means, the valve means beingoperated to effect a clutch engaging loperation of the clutch operatingmotor when the transmission lis shifted from any one of its 'settings toits high gear setting, and means, V.including a portion of theaforementioned valve control means, operable when the vehicle is at Aastop or is traveling below a certain speed and by 'virtue of a releaseof the accelerator,'for conmeans for `automatically operating the clutchdel .pendingupon an operation of the accelerator and the transmissionand upon the speed of the vehicle 'and -for automatically braking thedriven means when the accelerator is released and the vehicle isvtraveling below a certain speed or is at r rest, said power meansincluding a brake mechanism adapted to be applied tothe driven means, aiiuid pressure operated motor operably connected to the clutch, a'uidpressure operated motor operaoiy connected to the brake mechanism, valvemeans for controlling the operation of the clutch operating motor,valveineans for controlling the operation of the brake operating motor,

mea-ns, 'includingJn series, a source of electricity, .and acceleratoroperated switch, `a switch operated bythe transmission, and a vehiclespeed responsive governor operatedswitch, operable, depending upon thespeed ofthe vehicle and by virtue oi an operation `of the acceleratorand transmission, for controlling the operation of the first mentionedvalve means, andmeans, including the aforementioned accelerator operated.switch together with another vehicle speed responsivegovernor operatedswitch, operable when the vehicle is at a stop or is traveling Vbelow acertain speed and by virtue of an operation of the accelerator, forcontrolling the Operation of the :second mentioned valve means.

l. In an automobile provided with an internal combustion engine, anaccelerator, `a .fluid coupling, a clutch, a three-speeds forward andreverse transmission, means interconnecting `the engine, fluid coupling,clutch and transmission, and driven means ,drivably connected to thetransmission, and `adapted to drive the vehicle; power means forautomatically loperating the clutch and for automatically braking thedriven means when the accelerator is :released and the vehicle is eithertraveling below a certain speed Vor is at rest, said power Ameansincluding a brake mechanism adapted to be applied Ato said driven means,a fluid pressure operated motor yoperably connected to the clutch, `afluid pressureoperated motor operably connected to the brake mechanlsm,valve means Afor controlling the `operation of the clutch oper-atingmotor, `Valve means for controlling Vthe operation Vof the brakeoperating motor, means, including, `in series, a source of electricity,an accelerator operated switch, a switch operated by the transmission,and a vehicle speed responsive governor operated switch, operable whenthe vehicle is in `motion above a certain speed, and by virtue of theoperation of the accelerator, 4and by virtue of an operation of thetransmission for controlling the operation ofthe rst mentioned valvemeans, and means, including the aforementioned accelerator operatedswitch, and another vehicle speed responsive governor operated switch,operable, when the vehicle is `at a stop or is traveling below a certainspeed and Iby virtue of an operation of the accelerator, to control 'theoperation of the second mentioned valvemeans.

RICHARD H. LGNG. EDWIN E. PRATHER.

REFERENCES CITED The following `references yare of `record `in the le ofthis patent:

UNITED STATES .PATENTS .Number 'Name `Date Y2,247,71ll Peterson et al.July 1, 1941 2,410,333 Barkeij Oct. 29, 1946 2,455,943 Nerachcr et alDec. '14, 1948 2,479,183 Peterson etal Aug. 16, v1949

